JP4923079B2 - Continuously variable transmission and control method thereof - Google Patents

Continuously variable transmission and control method thereof Download PDF

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JP4923079B2
JP4923079B2 JP2009079676A JP2009079676A JP4923079B2 JP 4923079 B2 JP4923079 B2 JP 4923079B2 JP 2009079676 A JP2009079676 A JP 2009079676A JP 2009079676 A JP2009079676 A JP 2009079676A JP 4923079 B2 JP4923079 B2 JP 4923079B2
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shift
speed
ratio
transmission
continuously variable
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JP2010230116A (en
Inventor
真美子 井上
正明 内田
雅人 古閑
建機 城崎
辰夫 落合
良輔 野々村
英明 鈴木
亮路 門野
誠一郎 高橋
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ジヤトコ株式会社
日産自動車株式会社
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means
    • F16H61/66254Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F16H61/702Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/021Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H2037/023CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/021Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H37/022Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6217Interrelated control of diverse transmissions
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/623Controlled by engine map
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6237Belt-type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6237Belt-type
    • Y10T477/624Fluid pressure control
    • Y10T477/6242Ratio change controlled

Description

  The present invention relates to a continuously variable transmission and a control method thereof, and more particularly to a continuously variable transmission including a belt-type continuously variable transmission mechanism and a sub-transmission mechanism.

  In Patent Document 1, a sub-transmission mechanism of two forward speeds is provided in series with a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator”), and the speed of the sub-transmission mechanism is changed according to the driving state of the vehicle. A continuously variable transmission that expands the range of possible gear ratios without increasing the size of the variator is disclosed.

  Patent Document 2 discloses that in such a continuously variable transmission with a sub-transmission mechanism, when changing the shift stage of the sub-transmission mechanism, a coordinated shift is performed in which the gear ratio of the variator is changed in accordance with this, and the entire continuously variable transmission Is disclosed as a technique for keeping the transmission ratio (hereinafter referred to as “through transmission ratio”) constant. By keeping the through speed ratio constant before and after the coordinated shift, speed changes of the engine and the torque converter when shifting the subtransmission mechanism are suppressed, and shift shocks due to these inertia torques are prevented.

JP 60-37455 A JP-A-5-79554

  The shift speed of the variator is slower than the shift speed of the auxiliary transmission mechanism, and the time required for the coordinated shift is governed by the shift speed of the variator. For this reason, if the variator is shifted so that the through speed ratio is kept constant during the coordinated shift, the degree of freedom in design of the time required for the coordinated shift is low, and it is difficult to respond to a shift response request that varies depending on the driving state.

  The present invention has been made in view of such technical problems, and it is an object of the present invention to increase the degree of freedom in design of the time required for cooperative shift and to respond to shift response requests that differ depending on the driving state.

According to an aspect of the present invention, there is provided a continuously variable transmission that is mounted on a vehicle and that shifts the output rotation of an engine and transmits the output rotation to drive wheels. A speed change mechanism (hereinafter referred to as “variator”) and a first speed change stage that is provided in series with the variator, and that has a lower speed ratio than the first speed change speed, are provided as a forward speed change stage. And an overall transmission ratio of the variator and the auxiliary transmission mechanism to be achieved in the driving state based on the driving state of the vehicle and a shift line selected according to the accelerator opening (hereinafter referred to as “ The through-thru transmission ratio setting means for setting the through-thru transmission ratio) and the actual value of the through-transmission ratio (hereinafter referred to as "actual through-transmission ratio") Added with the specified transient response Shift control means for controlling at least one of the transmission ratio of the variator and the shift stage of the auxiliary transmission mechanism, and the auxiliary transmission mechanism when the actual through transmission ratio changes across a predetermined mode switching transmission ratio. And a low-speed mode that is set to the Low side with respect to the shift line, and a shift mechanism that changes the gear ratio of the variator in a direction opposite to the direction in which the gear ratio of the auxiliary transmission mechanism changes. A virtual shift line for high speed, a virtual shift line for high speed mode that is set to the High side with respect to the shift line, and a shift that determines whether or not an improvement in shift response of the continuously variable transmission is required based on the driving state of the vehicle When it is determined that the response improvement request determination means and the sub-transmission mechanism are at a low speed and the transmission response of the continuously variable transmission is required to be improved, the shift line is changed from the current shift line to the low shift speed. Switched virtual shift line for mode, the when the actual through speed ratio varies across the High side the mode switch speed ratio from the Low side, the high-speed mode imaginary shift the shift line from the imaginary shift line for the low-speed mode There is provided a continuously variable transmission comprising: a shift time shortening means for changing the reaching through speed ratio to the High side by switching to a line .

Further, according to an aspect of the present invention, there is provided a continuously variable transmission that is mounted on a vehicle and that shifts the output rotation of the engine and transmits the output rotation to the drive wheels, the speed ratio being continuously variable. A continuously variable transmission mechanism (hereinafter referred to as “variator”) and a second shift stage that is provided in series with the variator and has a lower speed ratio than the first shift stage as a forward shift stage. And a sub-transmission mechanism having a sub-transmission mechanism, and based on the driving state of the vehicle and a shift line selected according to the accelerator opening, the method to be achieved in the driving state An attainment through speed ratio setting step for setting an overall speed ratio of the variator and the auxiliary transmission mechanism (hereinafter referred to as “through speed ratio”) as an attainment through speed ratio, and an actual value of the through speed ratio (hereinafter, “actual speed ratio”). "Through transmission ratio". A shift control step for controlling at least one of the gear ratio of the variator and the gear position of the auxiliary transmission mechanism so as to follow the reaching through gear ratio with a predetermined transient response, and the actual through gear ratio is a predetermined mode. A cooperative shift step for changing the gear ratio of the sub-transmission mechanism when changing across the switching gear ratio and changing the gear ratio of the variator in a direction opposite to the direction in which the gear ratio of the sub-transmission mechanism changes; The step of setting a low speed mode virtual shift line on the Low side with respect to the shift line, the step of setting the high speed mode virtual shift line on the High side with respect to the shift line, and the vehicle based on the driving state A step of determining whether or not a speed change response of the continuously variable transmission is required; and a step where the auxiliary speed change mechanism is at a low speed and a speed change response of the continuously variable transmission is required. And when it is determined in the shift line switching from the current shift line in the low speed mode imaginary shift line, the when the actual through speed ratio varies across the High side the mode switch speed ratio from the Low side A step of shortening the shift time by switching the shift line from the low-speed mode virtual shift line to the high-speed mode virtual shift line to change the attainment through speed ratio to the high side. A machine control method is provided.

  According to these aspects, when the actual through speed ratio changes from the low side to the high side, the ultimate through speed ratio is changed to the high side. Thereby, since the amount of change in the gear ratio of the variator at the time of cooperative shift is reduced, the time required for the cooperative shift can be shortened, and the shift response at the time of upshift can be improved.

1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention. It is the figure which showed the internal structure of the transmission controller. It is the figure which showed an example of the transmission map. It is the flowchart which showed the content of the shift control program performed by the transmission controller. It is the flowchart which showed the content of the shift control program performed by the transmission controller. It is a figure for demonstrating the speed change operation | movement by embodiment of this invention. It is a timing chart for demonstrating the effect of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the “transmission ratio” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism. The “lowest speed ratio” is the maximum speed ratio of the transmission mechanism, and the “highest speed ratio” is the minimum speed ratio of the transmission mechanism.

  FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention. This vehicle includes an engine 1 as a power source. The output rotation of the engine 1 is via a torque converter 2 with a lock-up clutch, a first gear train 3, a continuously variable transmission (hereinafter simply referred to as "transmission 4"), a second gear train 5, and a final reduction gear 6. Is transmitted to the drive wheel 7. The second gear train 5 is provided with a parking mechanism 8 that mechanically locks the output shaft of the transmission 4 at the time of parking.

  Further, the vehicle includes an oil pump 10 that is driven using a part of the power of the engine 1, a hydraulic control circuit 11 that regulates the hydraulic pressure from the oil pump 10 and supplies the hydraulic pressure to each part of the transmission 4, A transmission controller 12 that controls the hydraulic control circuit 11 is provided.

  The transmission 4 includes a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator 20”) and an auxiliary transmission mechanism 30 provided in series with the variator 20. “Provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the power transmission path from the engine 1 to the drive wheels 7. The auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train). Alternatively, the auxiliary transmission mechanism 30 may be connected to the front stage (input shaft side) of the variator 20.

  The variator 20 includes a primary pulley 21, a secondary pulley 22, and a V belt 23 that is wound around the pulleys 21 and 22. Each of the pulleys 21 and 22 includes a fixed conical plate, a movable conical plate that is arranged with a sheave surface facing the fixed conical plate, and forms a V-groove between the fixed conical plate and the movable conical plate. The hydraulic cylinders 23a and 23b are provided on the back of the movable cylinder to displace the movable conical plate in the axial direction. When the hydraulic pressure supplied to the hydraulic cylinders 23a and 23b is adjusted, the width of the V groove changes, the contact radius between the V belt 23 and each pulley 21 and 22 changes, and the transmission ratio of the variator 20 changes steplessly. .

  The subtransmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed. The sub-transmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 to change their linkage state. Fastening elements (Low brake 32, High clutch 33, Rev brake 34) are provided. When the hydraulic pressure supplied to each of the frictional engagement elements 32 to 34 is adjusted and the engagement / release state of each of the frictional engagement elements 32 to 34 is changed, the gear position of the auxiliary transmission mechanism 30 is changed.

  For example, if the Low brake 32 is engaged and the High clutch 33 and the Rev brake 34 are released, the gear position of the subtransmission mechanism 30 is the first speed. If the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the speed stage of the subtransmission mechanism 30 becomes the second speed having a smaller speed ratio than the first speed. Further, if the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the shift speed of the subtransmission mechanism 30 is reverse. In the following description, it is expressed that “the transmission 4 is in the low speed mode” when the shift speed of the auxiliary transmission mechanism 30 is the first speed, and “the transmission 4 is in the high speed mode” when the speed is the second speed. Express.

  As shown in FIG. 2, the transmission controller 12 includes a CPU 121, a storage device 122 including a RAM and a ROM, an input interface 123, an output interface 124, and a bus 125 that interconnects them.

  The input interface 123 includes an output signal of an accelerator opening sensor 41 that detects an accelerator opening APO that is an operation amount of an accelerator pedal, an input rotation speed of the transmission 4 (= rotation speed of the primary pulley 21, hereinafter, “primary rotation”). The output signal of the rotational speed sensor 42 for detecting the speed Npri), the output signal of the vehicle speed sensor 43 for detecting the vehicle speed VSP, the output signal of the oil temperature sensor 44 for detecting the oil temperature TMP of the transmission 4, and the select lever An output signal of the inhibitor switch 45 that detects the position, an output signal of the gradient sensor 46 that detects the gradient of the road surface on which the vehicle is currently traveling, and the like are input.

  The storage device 122 stores a shift control program (FIGS. 4A and 4B) of the transmission 4 and a shift map (FIG. 3) used in the shift control program. The CPU 121 reads out and executes a shift control program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, generates a shift control signal, and generates the generated shift control program. A control signal is output to the hydraulic control circuit 11 via the output interface 124. Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.

  The hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. Based on the shift control signal from the transmission controller 12, the hydraulic control circuit 11 controls a plurality of hydraulic control valves to switch the hydraulic pressure supply path, and prepares the necessary hydraulic pressure from the hydraulic pressure generated by the oil pump 10, Is supplied to each part of the transmission 4. As a result, the gear ratio of the variator 20 and the gear position of the subtransmission mechanism 30 are changed, and the transmission 4 is shifted.

  FIG. 3 shows an example of the shift map stored in the storage device 122. Based on this shift map, the transmission controller 12 controls the variator 20 and the subtransmission mechanism 30 according to the driving state of the vehicle (in this embodiment, the vehicle speed VSP, the primary rotational speed Npri, and the accelerator opening APO).

  In this shift map, the operating point of the transmission 4 is defined by the vehicle speed VSP and the primary rotational speed Npri. The slope of the line connecting the operating point of the transmission 4 and the zero point of the lower left corner of the transmission map is the transmission ratio of the transmission 4 (the overall transmission ratio obtained by multiplying the transmission ratio of the variator 20 by the transmission ratio of the subtransmission mechanism 30; , Referred to as “through gear ratio”). Similar to the shift map of the conventional belt type continuously variable transmission, a shift line is set for each accelerator opening APO, and the shift of the transmission 4 is selected according to the accelerator opening APO. According to the shift line. For simplicity, FIG. 3 shows a full load line (shift line when accelerator opening APO = 8/8), partial line (shift line when accelerator opening APO = 4/8), coast line ( Only the shift line when the accelerator opening APO = 0/8 is shown.

  When the transmission 4 is in the low speed mode, the transmission 4 can be obtained by setting the low speed mode lowest line obtained by setting the speed ratio of the variator 20 to the lowest speed ratio and the speed ratio of the variator 20 being the highest speed ratio. The speed can be changed between the highest lines. At this time, the operating point of the transmission 4 moves in the A region and the B region. On the other hand, when the transmission 4 is in the high speed mode, the transmission 4 is obtained by setting the maximum speed line of the high speed mode obtained by setting the transmission ratio of the variator 20 as the lowest transmission ratio and the transmission ratio of the variator 20 as the highest transmission ratio. It is possible to shift between the high-speed mode highest line. At this time, the operating point of the transmission 4 moves in the B region and the C region.

  The gear ratio of each gear stage of the sub-transmission mechanism 30 is such that the gear ratio corresponding to the low speed mode highest line (low speed mode highest high gear ratio) corresponds to the high speed mode lowest line (high speed mode lowest gear ratio). It is set to be smaller than that. Accordingly, the range of the through speed ratio of the transmission 4 that can be achieved in the low speed mode (“low speed mode ratio range” in the figure) and the range of the through speed ratio of the transmission 4 that can be taken in the high speed mode (“high speed mode” in the figure). Ratio range ”) partially overlaps and the operating point of the transmission 4 is in the B region sandwiched between the high-speed mode lowest line and the low-speed mode highest line, the transmission 4 is in the low-speed mode and the high-speed mode. Either mode can be selected.

  Further, on this shift map, a mode switching shift line for shifting the subtransmission mechanism 30 is set so as to overlap the low speed mode highest line. The through speed change ratio (hereinafter referred to as “mode change speed change ratio mRatio”) corresponding to the mode change speed change line is set to a value equal to the low speed mode highest speed change ratio. The reason why the mode switching shift line is set in this way is that the smaller the gear ratio of the variator 20 is, the smaller the input torque to the subtransmission mechanism 30 is, so that a shift shock when shifting the subtransmission mechanism 30 can be suppressed. .

  When the operating point of the transmission 4 crosses the mode switching speed line, that is, the actual value of the through speed ratio (hereinafter referred to as “actual through speed ratio Ratio”) changes across the mode switching speed ratio mRatio. In this case, the transmission controller 12 performs the cooperative shift described below, and switches between the high speed mode and the low speed mode.

  In the coordinated shift, the transmission controller 12 shifts the auxiliary transmission mechanism 30 and changes the transmission ratio of the variator 20 in a direction opposite to the direction in which the transmission ratio of the auxiliary transmission mechanism 30 changes. At this time, the inertia phase in which the gear ratio of the auxiliary transmission mechanism 30 actually changes and the period in which the gear ratio of the variator 20 changes are synchronized. The reason why the speed ratio of the variator 20 is changed in the direction opposite to the speed ratio change of the auxiliary speed change mechanism 30 is to prevent the change in the input rotation caused by the step in the actual through speed ratio Ratio from giving the driver a sense of incongruity. Because.

  Specifically, when the actual through speed ratio Ratio of the transmission 4 changes the mode switching speed ratio mRatio from the Low side to the High side, the transmission controller 12 changes the speed of the subtransmission mechanism 30 to the first speed. The gear ratio of the variator 20 is changed to the Low side.

  Conversely, when the actual through speed ratio Ratio of the transmission 4 changes the mode switching speed ratio mRatio from the High side to the Low side, the transmission controller 12 changes the speed of the subtransmission mechanism 30 from the second speed to the first speed. In addition to changing to a high speed (2-1 shift), the transmission ratio of the variator 20 is changed to the High side.

  By the way, since the speed change speed of the variator 20 is slower than that of the auxiliary speed change mechanism 30, the time required for the cooperative speed change is governed by the speed change speed of the variator 20. For this reason, if the variator 20 is shifted so that the actual through speed ratio Ratio is maintained constant during the coordinated shift, the time required for the coordinated shift is low in design freedom, and it is possible to meet different shift response requests depending on the driving conditions. difficult.

  Therefore, in a situation where a high shift response is required, the transmission controller 12 reduces the time required for the coordinated shift by reducing the speed ratio change amount of the variator 20 in the coordinated shift, and improves the shift response.

  4A and 4B show an example of a shift control program stored in the storage device 122 of the transmission controller 12. The specific contents of the shift control executed by the transmission controller 12 will be described with reference to this.

  In S <b> 11, the transmission controller 12 determines whether or not the shift speed of the subtransmission mechanism 30 is the first speed and the transmission response improvement of the transmission 4 is requested based on the driving state of the vehicle. The transmission controller 12 determines that the transmission response improvement of the transmission 4 is requested when at least one of the following conditions (1) to (3) is satisfied.

  (1) The accelerator opening APO is larger than a predetermined high opening (for example, APO = 6/8), and the vehicle is accelerating.

  (2) The slope of the road surface that is currently traveling is greater than a predetermined high gradient (for example, 5%), and the vehicle is traveling uphill.

  (3) The oil temperature TMP of the transmission 4 is higher than a predetermined high temperature (for example, 80 ° C.), or the temperature of the frictional engagement elements 32 to 34 constituting the auxiliary transmission mechanism 30 is an allowable upper limit temperature (for example, burning) It is necessary to suppress the calorific value of the frictional engagement elements 32 to 34 higher than a predetermined high temperature with a margin for the temperature.

  Note that the condition for determining that the transmission response improvement of the transmission 4 is required is not limited to the condition shown here, and other conditions (for example, the vehicle travels in the sport mode or the manual mode as necessary). Middle) may be added.

  If it is determined that the gear position of the subtransmission mechanism 30 is the first speed and that the transmission response improvement of the transmission 4 is required, the process proceeds to S22 in FIG. 4B, and if not, the process proceeds to S12.

  In S12, the transmission controller 12 retrieves values corresponding to the current vehicle speed VSP and the accelerator opening APO from the shift map shown in FIG. 3, and sets them as the reached primary rotational speed DsrREV. The reached primary rotational speed DsrREV is a primary rotational speed to be achieved at the current vehicle speed VSP and the accelerator opening APO, and is a steady target value of the primary rotational speed.

  In S13, the transmission controller 12 calculates the ultimate through speed ratio DRatio by dividing the ultimate primary rotational speed DsrREV by the vehicle speed VSP and the final reduction ratio fRatio of the final reduction gear 6. The reached through speed ratio DRatio is a through speed ratio to be achieved at the current vehicle speed VSP and the accelerator opening APO, and is a steady target value of the through speed ratio.

  In S14, the transmission controller 12 sets a target through speed ratio Ratio0 for changing the actual through speed ratio Ratio from a value at the time of start of shifting to the reached through speed ratio DRatio with a predetermined transient response. The target through speed ratio Ratio0 is a transient target value of the through speed ratio. The predetermined transient response is, for example, a first-order lag response, and the target through speed ratio Ratio0 is set so as to gradually approach the ultimate through speed ratio DRatio. The actual through speed ratio Ratio is calculated whenever necessary based on the current vehicle speed VSP and the primary rotational speed Npri (hereinafter the same).

  In S15, the transmission controller 12 controls the actual through speed ratio Ratio to the target through speed ratio Ratio0. Specifically, the transmission controller 12 calculates the target transmission ratio vRatio0 of the variator 20 by dividing the target through transmission ratio Ratio0 by the transmission ratio of the auxiliary transmission mechanism 30, and the actual transmission ratio vRatio of the variator 20 is the target transmission ratio vRatio0. The variator 20 is controlled so that As a result, the actual through speed ratio Ratio follows the reached through speed ratio DRatio with a predetermined transient response.

  In S16, the transmission controller 12 determines whether the operating point of the transmission 4 has crossed the mode switching speed line, that is, whether the actual through speed ratio Ratio has changed across the mode switching speed ratio mRatio. If a positive determination is made, the process proceeds to S17, and if not, the process proceeds to S18.

  In S17, the transmission controller 12 performs a coordinated shift. In the coordinated shift, the transmission controller 12 performs a shift of the auxiliary transmission mechanism 30 (1-2 shift if the current shift speed is 1 speed, 2-1 shift if the current shift speed is 1 speed), and The gear ratio vRatio is changed to a direction opposite to the direction in which the gear ratio of the subtransmission mechanism 30 changes, so that no step is generated in the actual through gear ratio Ratio before and after the cooperative gear shift.

  In S18, the transmission controller 12 determines whether or not the shift of the transmission 4 has been completed. Specifically, the transmission controller 12 determines that the shift is complete when the deviation between the actual through speed ratio Ratio and the reached through speed ratio DRatio becomes smaller than a predetermined value. If it is determined that the shift has been completed, the process ends. If not, the processes of S14 to S18 are repeated until it is determined that the shift has been completed.

  On the other hand, when the process proceeds from S11 to S21 in FIG. 4B (the shift stage of the subtransmission mechanism 30 is 1st speed and a high speed response is requested), the transmission controller 12 uses the low speed mode virtual shift line and the high speed. Sets the mode virtual shift line. As shown in FIG. 5, the low-speed mode virtual shift line and the high-speed mode virtual shift line are set on the Low side and High side of the shift line (original shift line) corresponding to the current accelerator opening APO, respectively. The The amount of deviation between the low-speed mode virtual shift line and the high-speed mode virtual shift line with respect to the original shift line is determined by the step of the actual through speed ratio Ratio that occurs when a coordinated shift with shortened shift time, which will be described later, is performed. It is set in a range where the rotational speed change falls within an allowable level.

  In S22, the transmission controller 12 selects the low speed mode virtual shift line as the shift line.

  In S23, the transmission controller 12 sets the reached primary rotational speed DsrREV based on the low-speed mode virtual shift line and the current vehicle speed VSP.

  In S24 to S28, as in S13 to S18, the transmission controller 12 repeats the process of setting the final through speed ratio DRatio and the target through speed ratio Ratio0 and controlling the actual through speed ratio Ratio to the target through speed ratio Ratio0. . During this time, if it is determined that the operating point of the transmission 4 has crossed the mode switching speed line, that is, the actual through speed ratio Ratio has changed across the mode switching speed ratio mRatio, the process proceeds to S31.

  In S31, the transmission controller 12 selects the high-speed mode virtual shift line as the shift line (shift line switching).

  In S32 to S34, the transmission controller 12 resets the ultimate primary rotational speed DsrREV based on the high-speed mode virtual shift line and the current vehicle speed VSP, and recalculates the ultimate through speed ratio DRatio based on this, and the target through speed change. The ratio Ratio0 is reset.

  In S35, the transmission controller 12 executes a coordinated shift with a shortened shift time. In the coordinated shift executed in S35, the transmission controller 12 performs the 1-2 shift of the auxiliary transmission mechanism 30, and the actual through speed ratio Ratio is set to the target through speed ratio Ratio0 reset in S34. The actual speed ratio vRatio of the variator 20 is changed in the direction opposite to the direction in which the speed ratio of the subtransmission mechanism 30 changes.

  As the shift line is changed from the low speed mode virtual shift line to the high speed mode hypervirtual shift line in S31, the ultimate through speed ratio DRatio and the target through speed ratio Ratio0 calculated based on this change to the High side. Has been. As a result, the speed ratio change amount of the variator 20 in the coordinated shift executed in S35 is reduced, and the time required for the coordinated shift is shortened compared to the coordinated shift executed in S17.

  When the coordinated shift is completed, the process proceeds to S28, and the transmission controller 12 determines completion of the shift of the transmission 4, and if the shift is completed, the process ends. If the process is not completed, the process returns to S25, and the processes of S25 to S28 are repeated until the shift of the transmission 4 is completed.

  Then, the effect by performing the said shift control is demonstrated.

  According to the above speed change control, when the actual through speed ratio Ratio changes across the mode switching speed ratio mRatio, the speed stage of the subtransmission mechanism 30 is changed and the speed ratio of the variator 20 is changed to the speed ratio of the subtransmission mechanism 30. A coordinated shift that is changed in a direction opposite to the changing direction is executed. At this time, when the actual through speed ratio Ratio changes over the mode switching speed ratio mRatio from the Low side to the High side, the ultimate through speed ratio DRatio is changed to the High side.

  FIG. 5 is an arrow showing how the arrival through speed ratio DRatio set along the shift line is changed to High side by switching the shift line from the low speed mode virtual shift line to the high speed mode virtual shift line. Show. When the reaching through speed ratio DRatio is changed to High side by changing the transmission line, the speed ratio to be reached by the variator 20 after the cooperative shift is changed to High side, and the change ratio change amount of the variator 20 in the cooperative shift is reduced. (Variator 20 shifts to the Low side in this coordinated shift). When the speed ratio change amount of the variator 20 is reduced, the time required for the variator 20 to shift is shortened, and the time required for the coordinated shift is also shortened.

  FIG. 6 is a diagram comparing a normal coordinated shift (comparative example) and a coordinated shift (application example of the present invention) with a shortened shift time. In any case, the gear ratio of the variator 20 is changed in synchronism with the inertia phase of the subtransmission mechanism 30 by the coordinated shift. However, in the application example of the present invention, the amount of change in the gear ratio of the variator 20 is reduced, and the coordinated shift is required. Time is shortened compared to the comparative example.

Therefore, according to the shift control described above, when the actual through speed ratio Ratio changes the mode switching speed ratio mRatio from the Low side to the High side, the time required for the coordinated shift is shortened, and a higher shift response than the downshift. Therefore, it is possible to improve the shift response in an upshift that requires high performance (actions and effects corresponding to claims 1 and 5 ).

  In addition, when the mode is switched, a step is generated in the actual through speed ratio Ratio, so that the driver can be made aware that the speed change of the subtransmission mechanism 30 has been performed. Further, when the time required for the coordinated shift is shortened, the frictional engagement elements 32 to 34 of the auxiliary transmission mechanism 30 in the coordinated shift are less slipped, so that the life of the frictional engagement elements 32 to 34 can be improved. .

The time required for the coordinated shift is shortened only when an improvement in shift response of the transmission 4 is required. As a result, it is possible to reduce the frequency at which the change in the rotational speed of the engine 1 due to the occurrence of a step in the actual through speed ratio Ratio before and after the coordinated shift makes the driver feel uncomfortable (operational effect corresponding to claim 1 ).

  The driving state in which the transmission response improvement of the transmission 4 is required is, for example, when accelerating, traveling uphill, or when the oil temperature TMP of the transmission 4 or the temperature of the frictional engagement elements 32 to 34 is high.

If the time required for coordinated shifting during acceleration and climbing is shortened and the shifting time of the transmission 4 is shortened, desired acceleration performance and climbing performance can be realized (effects corresponding to claims 2 and 3 ). ).

Further, if the time required for the coordinated shift is shortened when the oil temperature TMP of the transmission 4 or the temperature of the frictional engagement elements 32 to 34 is high, and the shift time of the transmission 4 is shortened, the friction constituting the auxiliary transmission mechanism 30 will be described. The amount of heat generated by the sliding of the fastening elements 32 to 34 can be suppressed, and the oil temperature TMP or the temperature of the frictional fastening elements 32 to 34 can be lowered (operational effect corresponding to claim 4 ). Note that the temperatures of the frictional engagement elements 32 to 34 can be estimated based on the engagement / release history.

  The embodiment of the present invention has been described above, but the above embodiment is merely one example of application of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  For example, in the above embodiment, the mode switching shift line is set so as to overlap the low speed mode highest line, but the mode switching shift line overlaps the high speed mode lowest line, or the high speed mode lowest line. And the low-speed mode highest line may be set.

  In the above-described embodiment, the sub-transmission mechanism 30 is a transmission mechanism having two stages of first speed and second speed as the forward shift stage. However, the sub-transmission mechanism 30 is a shift stage having three or more stages as the forward shift stage. A transmission mechanism having stages may be used.

  Further, although the auxiliary transmission mechanism 30 is configured using a Ravigneaux type planetary gear mechanism, the configuration is not limited to such a configuration. For example, the subtransmission mechanism 30 may be configured by combining a normal planetary gear mechanism and a frictional engagement element, or a plurality of power transmission paths configured by a plurality of gear trains having different gear ratios, and these powers You may comprise by the frictional engagement element which switches a transmission path.

  Further, although the hydraulic cylinders 23a and 23b are provided as actuators for displacing the movable conical plates of the pulleys 21 and 22 in the axial direction, the actuators are not limited to those driven by hydraulic pressure but may be electrically driven. Good.

DESCRIPTION OF SYMBOLS 4 ... Continuously variable transmission 11 ... Hydraulic control circuit 12 ... Transmission controller 20 ... Variator 21 ... Primary pulley 22 ... Secondary pulley 23 ... V belt 30 ... Sub transmission mechanism

Claims (5)

  1. A continuously variable transmission that is mounted on a vehicle and that shifts the output rotation of an engine and transmits it to drive wheels,
    A belt-type continuously variable transmission mechanism (hereinafter referred to as “variator”) capable of changing the transmission gear ratio steplessly;
    A sub-transmission mechanism that is provided in series with the variator and has a first shift stage and a second shift stage having a smaller speed ratio than the first shift stage as a forward shift stage;
    Based on the driving state of the vehicle and the shift line selected according to the accelerator opening, the entire gear ratio of the variator and the subtransmission mechanism to be achieved in the driving state (hereinafter referred to as “through speed ratio”). ) As a reaching through speed ratio, reaching through speed ratio setting means,
    The actual value of the through speed ratio (hereinafter referred to as “actual through speed ratio”) follows the speed ratio of the variator and the speed of the subtransmission mechanism so that the actual through speed ratio follows the ultimate through speed ratio with a predetermined transient response. Shift control means for controlling at least one;
    When the actual through gear ratio changes across a predetermined mode switching gear ratio, the gear position of the subtransmission mechanism is changed and the gear ratio of the variator is opposite to the direction in which the gear ratio of the subtransmission mechanism changes. Cooperative shifting means for changing the direction,
    A low-speed mode virtual shift line set to the Low side with respect to the shift line;
    A high-speed mode virtual shift line set on the High side with respect to the shift line;
    Shift response improvement request determination means for determining whether or not a shift response improvement of the continuously variable transmission is requested based on the driving state of the vehicle;
    When it is determined that the sub-transmission mechanism is in a low speed stage and the transmission response improvement of the continuously variable transmission is required, the shift line is switched from the current shift line to the low speed mode virtual shift line, When the actual through speed ratio changes over the mode switching speed ratio from the Low side to the High side, the reaching through is achieved by switching the shift line from the low speed mode virtual shift line to the high speed mode virtual shift line. Shifting time shortening means for changing the transmission gear ratio to High side;
    A continuously variable transmission comprising:
  2.   The continuously variable transmission according to claim 1,
      The shift response improvement request determining means determines that a shift response improvement of the continuously variable transmission is required when the accelerator pedal opening of the engine is larger than a predetermined opening;
    A continuously variable transmission.
  3.   The continuously variable transmission according to claim 1 or 2,
      The shift response improvement request determination means determines that a shift response improvement of the continuously variable transmission is requested when the vehicle is traveling uphill.
    A continuously variable transmission.
  4.   A continuously variable transmission according to any one of claims 1 to 3,
      The shift response improvement request determination means is required to improve the shift response of the continuously variable transmission when the oil temperature of the continuously variable transmission or the temperature of the frictional engagement element constituting the auxiliary transmission mechanism is higher than a predetermined temperature. It is determined that
    A continuously variable transmission.
  5. A continuously variable transmission that is mounted on a vehicle and that changes the output rotation of an engine and transmits it to drive wheels. The belt-type continuously variable transmission mechanism (hereinafter referred to as a “variator”) can change the gear ratio steplessly. And a sub-transmission mechanism that is provided in series with the variator and has a first gear and a second gear having a smaller gear ratio than the first gear as a forward gear. A control method for a step transmission, comprising:
    Based on the driving state of the vehicle and the shift line selected according to the accelerator opening, the entire gear ratio of the variator and the subtransmission mechanism to be achieved in the driving state (hereinafter referred to as “through speed ratio”). ) Is set as the reaching through speed ratio, and the reaching through speed ratio setting step;
    The actual value of the through speed ratio (hereinafter referred to as “actual through speed ratio”) follows the speed ratio of the variator and the speed of the subtransmission mechanism so that the actual through speed ratio follows the ultimate through speed ratio with a predetermined transient response. A shift control step for controlling at least one of them;
    When the actual through gear ratio changes across a predetermined mode switching gear ratio, the gear position of the subtransmission mechanism is changed and the gear ratio of the variator is opposite to the direction in which the gear ratio of the subtransmission mechanism changes. Cooperative shift step to change direction,
    Setting a low speed mode virtual shift line on the Low side with respect to the shift line;
    Setting a high-speed mode virtual shift line on the High side with respect to the shift line;
    Determining whether a speed change response improvement of the continuously variable transmission is required based on the driving state of the vehicle;
    When it is determined that the sub-transmission mechanism is in a low speed stage and the transmission response improvement of the continuously variable transmission is required, the shift line is switched from the current shift line to the low speed mode virtual shift line, When the actual through speed ratio changes over the mode switching speed ratio from the Low side to the High side, the reaching through is achieved by switching the shift line from the low speed mode virtual shift line to the high speed mode virtual shift line. A shift time shortening step for changing the gear ratio to the high side;
    A control method for a continuously variable transmission.
JP2009079676A 2009-03-27 2009-03-27 Continuously variable transmission and control method thereof Active JP4923079B2 (en)

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JP2009079676A JP4923079B2 (en) 2009-03-27 2009-03-27 Continuously variable transmission and control method thereof
AT10002300T AT514884T (en) 2009-03-27 2010-03-05 Continuous adjustable transmission and associated control procedure
EP20100002300 EP2233795B1 (en) 2009-03-27 2010-03-05 Continuously variable transmission and control method thereof
US12/727,500 US8298119B2 (en) 2009-03-27 2010-03-19 Continuously variable transmission and control method thereof
CN201010150599.9A CN101846178B (en) 2009-03-27 2010-03-25 Continuously variable transmission controller and control method thereof
KR1020100027039A KR101662844B1 (en) 2009-03-27 2010-03-26 Continuously variable transmission and method for controlling the same
US13/618,516 US8403809B2 (en) 2009-03-27 2012-09-14 Continuously variable transmission and control method thereof

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KR101662844B1 (en) 2016-10-05
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KR20100108273A (en) 2010-10-06
CN101846178A (en) 2010-09-29
US20130013160A1 (en) 2013-01-10
US8403809B2 (en) 2013-03-26
US8298119B2 (en) 2012-10-30
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EP2233795B1 (en) 2011-06-29
EP2233795A1 (en) 2010-09-29

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